A corpora



APPLICATION FILED NOVJIB, I920.

Patented June 6, 1922.

'3 SHEETS-SHEET 1 I N VEN TOR.

sh/'1 ATTORNEY.

R. A. McCANN.

RAILWAY TRAFFIC CONTROLLING SYSTEM.

APPLICATION FILED novne. I920.

Patented June 6, 1922.

3 SHEETS-SHEET 2- INVENTOR.

M EATTORNEx R. A. McCANN.

RAILWAY TRAFFIC CONTROLLING SYSTEM.

APPLICATION FILED NOV.I9, 1920.

1,418,663. Patented June 6, 1922.

3 SHEETS-SHEET 3- Q Permanent M I INVENTORI K. J BY 6L M ATTORNEY.

UNITED sures PATENT ()FFICE'.

RONALD A. MCCANN, OLE SHISSVALE, PENI'l'SYL-VANIA, ASSIGNOR TO THE UNION SWITCH 8Z1 SIGNAL COMIANY. O1? J' TIO N OF PENNSYLVANIA.

'ssvann, rnnnsrnvanra, A conronn- RAILWAY-TRAFFIC-CONTROLLING SYSTEM.

Continuation of application Serial No. 384,829, filed. May 28, 135%).

Serial No. 425,152.

To all whom it may concern: 1

Be it known that I, RONALD A. MOCANN, a citizen of the United States, residing at Swissvale, in the county of Allegheny and State of Pennsylvania, have invented certain new and useful Improvements in Railway-Traflic Controlling Systems, or which the following is a specification.

My inventlon relates to railway traiiic controlling systems, and particularl to systems oi? the type comprising tr'ac (way de vices located at intervals and each arranged to co-operate with train carried trati'ic governing apparatusto give aproceed or a stop indication aboard the train according as the device is energized or de-energized.

One object of my invention is the pro vision of trackway apparatus for systems of this character suitable for use on a single track railway over which trafiic moves in both directions.

The present application is a continuation of my co-pending application filed May 28, 1920, Serial No. 384,829 for railway traffic controlling systems, in so far as thesubject matter common to the twois concerned.

I will describe one form of trackway apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Figs. 1, 2. and 3 are diagrammatic views showing one form of trackway apparatus embodying my invention, it being understood that a complete unit and part of another unit o'l trafi'ic controlling system are formed by placing these idewstogether endto end in the order named. Fig. .t is a view showing in front elevation one form of trackway device illustrated diagrammatically in Figs. 1 to 4.

Similar reference characters refer to similar parts in each of the several views.

Referring now to Figs. 1 to' 3, inclusive, the reference characters 2 and 2 designate the track rails of a single track railway C over which, traffic moves in both directions, the portion of track here shown including two passing sidings A and B. The track rails are divided by insulated joints3 into a plurality of track sections 45, 5-6, 1819, and each section is pro- Specification of Letters Patent.

Patented Jane 6, 1922.

This application filed November 19,

vided with a track circuit comprising a track battery Z), the rails of the section and a track relay designated by the reference character T with an exponent.

Located adjacent the western end of the block between the sidings Aand B is a signal S, which governs eastbound traflic into this block, and located adjacent the eastern end of this block is a signal S which ov erns westbound traiiicinto the same block. The block A-B is further provided with two intermediate signals S and S governing eastbound and westbound t'raiiicfrespect vely, through this block. As here shown. signals S and S are located at different points, the signal S being between si nal S and S Eastbound traffic through the passing siding B and alon the track tothe east or this slding is governed by a signal by, comprising a home arm H and a distant arm D. lVestbound traflic through thepassing siding A and along the track to the west of this siding is governed by a similar signal S located at the western end of the block A-B. Located in the rear of thesignal S is a distant signal S, and located in the rear of signal S is a distant signal S. The portion or track to the east of the passing siding B is provided with signals S S S S and tel which signals correspondto the similarly located signals in block AB.

Signal S is controlled by a line relav R, the operating circuit for this signal being from a battery E, through wires 20, 1'77 and 9.1, contact 22 of relay R, wire 23, operating mechanism of signal S, wire 24, contact 25 of relay R, and wires 26, 9.7 and 28 to l attery J2. Signal S is similarly controlled by a line relay R and the home arm H of signal S is similarly controlled by a line relay R The operating circuits for signals S S S S and S and for the home arms of signals S andS will be readily understood without further explanation.

he distant signal S is controlled by a line relay Q the circuit being from bats tery E throughwires 29 and 30, contact 31 of relay Q wire 32, operating mechanism of signal S, wire 33, contact 3 1 of relay Q and wires 35, 36 and 37 to battery E The distant arm D of signal S is controlled by line relay R and by line relay Q the circuit being from battery B, through wires 38, 39 and 10, contact 11 of relay Q wire 12, operating mechanism for the distant arm D, wires 13, and as, contact 15 of relay R and wires 16, 17 and as to battery E. The controlling circuits for signals S and S and for the distant arms D of signals S and S will be understood from the foregoing without further explanation.

Line relay R, which controls signal S, is provided with a circuit which passes from battery E through wires 49, 50, 51, 52 and 53, contact of track relay T, wire 55, contact 56 of track relay T wire 57, contact 58 of track relay T wire 59, contact 60 of track relay T wires 61 and 6:2, contact 63 of track relay T wire 64L, winding of relay R, common wire 0, and wires 65, 66, 6'7 and 68 to battery E It will be seen, therefore, that an eastbound train places signal S at stop upon passing this signal, and that this signal remains in the stop position until such train passes point 10. Similarly, a westbound train passing point 10 places signal S at stop and holds the signal in this position until the train passes the signal itself.

Line relay R which controls signal El is provided with a circuit which passes from battery E through wires 69, 70, 71 and 72, contact 73 01 track relay T wires 74 and 75, contact '76 of track relay T wire 77, contact 78 of track relay T wires 79 and 79, back contact 196 of a relay L wire 80, contact 81 of track relay T wire 82, winding of relay R common wire 0 and wires 83, -17, and as to battery E It will be seen, therefore, that an eastbound train passing signal. S places this signal at stop, and that the signal remains in the stop position until such train passes point 12. Similarly, a westbound train passing point 12 places signal S at stop and holds the signal in this position until such train passes point 8 at which the signal is located.

The circuit tor relay R which controls the home arm H 01 signal S is from battery E through wires 81, 85, 86, ST and 88, contact 89 or" track relay T wire 90,contaet 91 of track relay T wire 92, contact 93 of track relay T, wire 9-1, winding of relay R common wire 0 and wires 95, 96 and 97 to battery E It will be seen, therefore, that an eastbound train places signal S at stop upon passing such signal, and that this sig nal remains in the stop position until the train passes point 15. Similarly, a westbound train places signal S in stop position upon passing point 15, and holds the signal at stop until it passes the signal itself.

The controlling circuit for each of the re maining line relays R will be understood from the foregoing without further explanation.

The circuit for relay Q, which controls the distant arm D of signal. S, passes from battery E through wires 85, S6, 87, 103, and 1041:, contact 105 operated by signal S, wire 106, contact 107 operated by the home arm H 01 signal S, wire 108, winding of relay Q wires 109, 47 and 83, common wire 0, and wires 95, 96 and 97 to battery 1*). It will be seen, therefore, that when eastbound train passes along the track, distant arm D of signal S will remain in the cantion position until signal S returns to the proceed position, that is, until such train passes point- 19.

The circuit for line relay Q which controls the distant signal S is "from battery E through wires 38, 69, 70, 71 and 72, contact 73 of track relay T wires 74 and 98, contact 99 operated by the home-arm H of signal S wire 190, contact 101 operated by the distant arm D of signal S, wire 192?, winding of relay Q, common wire 0 and wires 83, 1? and -18 to battery E. It will be seen, therefore, that an eastbound train passing signal S places this signal in the caution position, and that the signal remains in such position until signal S returns to the full proceed position, that is, until the train passes point 19.

i The control of the relays Q which govern signals S S and of the distant arms D of signals S and S will :be understood from the foregoing without further explanation.

Located in the trackway acent each signal is a trackway device designated by the reference character K, with an exponent corresponding to that of the adjacent signal. As here shown (see Fig. 4) each of these devices comprises a permanent magnet P provided with a neutralizing winding 123. It is understood that each train is provided with governin means arrz-inged to cooperate with these lZl'ZlCliWZI-Y devices in such manner that when the train passes over the device a stop indication is given aboard the train it the winding 12? is de-energized, but a proceed indication is given aboard the train it this winding is energized. Although as here shown, these traclnvay devices are in the form of magnets, it is understood that any other device arranged to co-operate with the train governing means in the manner specified, may be substituted for the devices shown herein. The devices K will hereinafter he termed magnets to simplify the discussion.

Two additional mag-nets K and K are provided for the block AB, which magnets are located respectively at maxi-mum bra-king distance in the rear of signals S" and S Two similar additional magnets K and K are provided for the 131061; to the east oi siding B.

Each magnet K is controlled in such manner that is adapted for co-opcration with trains moving in both directions, and in order to accomplish this with the simplest ar rangenient of train carried apparatus each magnet is located midway between the two track rails 2 and 2. That is, with this arrangement of the magnets each train need be equipped with only one receiving device, instead of with two such devices as would be required if the magnets were not located. midway between the rails as described.

Each magnet K, with the exception of K K K and K is located at the junction of two adjacent track sections. F or reasons which will appear hereinafter, the insulated joints 3 at each such magnet location are staggered as shown in the draw ings, the magnet being located between the two joints.

Each magnet K is provided with a controlling relay which is designated by the reference character J with the same exponent as that of the corresponding magnet. Considering magnet K, for example, the circuit for this magnet is from battery E through wire 14:3, contact 144 of relay J, wire 1 15, winding on magnet K, and wire 14-6 to battery E The controlling circuit for each magnet is similar to the circuit just traced for magnet K.

Relay J, which controls the magnet K, is provided with two circuits, one of which is as follows: from battery E, through wires 20 and 110, contact 111 of line relay R, wire 112, back point of contact 118' of track relay T, wire 11 1, front point of contact 115 of track relay T wires 116 and 117, windingof relay J and wires 118 and 28 to battery E. This circuit is closed when an eastbound train occupies track section 15, provided that line relay R is energized; that is, provided that the track is unoccupied from point 5 to point 10. After the e" stbound train passes point 5, this circuit is opened by line relay R, and, consequently, the magnet K cannot again be energized until the train has passed point 10. This circuit I will call the eastbound circuit For relay .l'.

.he other circuit for relay J is from battery E, through wire 119, contact. 120 of line relay Q, wire 121, back point of contact 115 of track relay T wire 114:, front point of contact 113 of track relay T, wires 122 and 117, winding of relay J and wires 118 and 28 to battery E. This circuit is closed when a westbound train occupies track section 56, provided that at such time relay Q, is energized, and so I will term it the westbound circuit for relay J. v

The control of relay J which governs magnet K is similar to the control of relay J, and hence detailed explanation is not required.

Relay J which governs the magnet K, is provided with two circuits. The eastbound circuit is "from battery E through wires 29 and 124;, back contact 125 oi track relay T wire 126, front point of contact 127 of relay QT, wire 128, winding oi: relay J, and wires 129 and 37 to battery E This circuit is closed when an eastbound train occupies track section 10-1il, pro vided that relay 0} is closed; that is, provided that the track is unoccupied between point 11 and point 19. The westbound circuit tor relay J is from battery E, through wires 130, 130, 131, 132 and 138, contact 134 of track relay T wire 135, contact 136 of track relay T wires 137 and 138, contact 139 of track relay T, wire 140, contact 141 of track relay T wire 14:2 and 142, back point of contact 127 of relay Q wire 128, winding of relay J wires 129, 36 and 36 common wire 0, and wires 197, 198, 15-1: and 155 to battery E. It will be seen that this circuit is closed when a westbound train occupies track section 1112, provided that the track between points 11 and 7is unoccupied.

The control of: relays J and J is similar to the control of relay J, and hence no further explanation is required.

The intermediate magnets K and K as well as the additional magnets K and K are controlled by two stick relays L and L Belay L is provided with a pick-up circuit which passes from battery E, through wires 130, 180 131, 132 and 1457. contact 1&8 operated by signal S wire 1 19, back contact 150 of track relay T, wires 151 and 152, winding of relay L and wires 153, 15-11 and 155 to battery E. This circuit is closed when a train moving toward the east enters track section 7-S provided that signal S indicates proceed. The stick or holding circuit for relay L is from battery i l, through wires 139, 130 and 156. back point o'l contact 157 of line relay ll, wire 1553, contact 159 of relay l1", wires 1G0 and 152, wiruling of relay L and wires 153, 154- and to battery E. This circuit becomes closed when an eastbound train enters tion ki i), inovided that relay L was previously euer gized, and it then remains closed as long as line relay R remains open. it will be seen from the foregoing that relay L is closed under certain conditions during an eastbound movement along thetrack as the train approaches magnet K but that this relay is never closed during a westbound movement.

Relay L is controlled in a manner similar to relay L That is, the pickup circuit for relay L includes back contact 161 of track relay T and contact 162 operated by signal. S. The stick or holding circuit "for this relay is controlled by the back point of contact 163 of line relay R It follows that when a westbound train enters section w ll) relay L becomes energized, provided that signal. 8* is in the proceed position, and that relay L then continues to be energized until line relay R closes due to such train passing point 5. Rela L never becoi'nes energized, however, during the passage of an eastbound train along the track.

Relay .7, which controls magnet K is provided with two circuits, one of which is closed only when relay L is closed and which passes from battery E through wires 49, 50, 51, 52 and 53, contact 5 1 of track relay T, wire 55, contact 56 of track relay T wires 57 and 161, front point of contact 165 of relay L wire 166, winding of relay J wire 167, common wire 0, and wires 65, 66, 67 and 68 to battery E This circuit, which may be termed the eastbound circuit for relay J, is closed when an eastbound train enters section 7 -3 provided that relay L is energized, that is, provided that the track is unoccupied from point 8 to point The other circuit for relay 5, which may be termed the westbound circuit, is from battery 15", through wires 19 and 168, contact 169 of relay L wire 170, back point of contact 165 of relay L wire 166, winding of relay J wire 167, common wire 0, and wires 65, 66, 67 and 68 to battery E hen a westbound train oc' cupies section 7-8 this circuit is closed, provided that relay L was energized when the train passed signal S, that is, provided that the track is unoccupied from point 7 to point 5.

The control of relay J is similar to the control of relay J That is, relay J is provided with a westbound circuit which includes the front point of contact 171 of relay L. and also track relay contacts 136 and 134. Relay J is also provided with an eastbound circuit which includes the back point of contact 171 oi? relay L and front point of contact 172 of relay L Relay J", which controls magnet K is provided with two circuits which may be termed the Eastbound and the i l estbound circuits. The eastbound circuit is from battery E, through wires 130, 130 and 156, front point 01 contact 157 of relay R wire 178, front point 01 contact 17 1 of relay L wire 175, winding of relay J and wires 176 and 155 to battery E. This circuit is closed when an eastbound train enters track section 8-9, provided that at such time relay is closed, that is, provided that the track is unoccupied from point 8 to point 12. The westbound circuit for relay J is from battery E, through wires 20, 177, 17 8, 179 and 180, contact 181 of track relay T wires 182 and 183, contact 184 of track relay T wire 1.85, contact 186, of track relay T wires 187 and 188, back contact 189 of relay R wire 190, back point of contact 17d of relay L wire 175, winding of relay J wires 176,

15 1, 198, 197, common wire 0, and wires LT, and to batter E. It will be observed that this circuit is closed while a westbound front point of contact 191 of relay L The 1 eastbound circuit for this relay is controlled by contact 78 or track relay T contact 76 of track relay T contact 78 of track relay T, backcontact 192 of line relav R and back point of contact 1 91 of relay 1. This circuit is closed when an eastbound train ccupies track section S-9, proridcd that the track is unoccupied between points 9 and 19 The control. of relays J J. J ant 5" for the block to the east of siding B the same as the control of the corresponding re lays for block A.B.

The operation of the apparatus during the passage of an eastboiuid train along the track as follows:

Prior to the time that such train has reached. point 1, it has opened relays R and Q, thereby causing signal S to more to the stop position, and this movement oi signal S opens the circuit for relay Q9 so that signal S has assumed the caution aspect. The opening of relay Q has opened at contact the westbound circuit for relay J, so that magnet K cannot be energized by a westbound train. Similarly, the opening of relay Q has opened at the front point of contact 193 the westbound circuit for relay J and has closed the eastbound circuit for this relay at the back point of the same contact, so that magnet K becomes energized.

As the eastbound train enters section 4.5 it opens track relay T, thereby closing at contact 113 the eastbound circuit -for relay J so that magnet K becomes energized. :is the train enters track section 5 6, it opens track relay T thereby opening at contact 181 the circuit for line relay R, so that signal S moves to the stopposition. The opening of relay R also closes at back contact 192 the eastbound circuit for relay J, but it opens at the front point of contact 163 the westbound circuit for relay J, so that a westbound train cannot cause magnet K to become energized. The opening of contact 63 of track relay T breaks the circuit oi line relay 3, so that signal S moves to the stop position. Magnet K is energized when the forward end of the train passes over this magnet, so that a proceed indication is received aboard the train at this magnet. a suming of course, that the track is unoccupied between point 5 and point 10. When the rear end of the train passes out of track section 45, the closing of track relay T allows relay R to close, so that home arm H of signal 8 moves to the proceed position. Relay Q then closes, so that the distant arm D of this signal also moves to the'proceed position, so that signal S then indicates proceed.

Relay Q is opened while the train occupies track section 56, thereby closing at contact 193 the eastbound circuit "for relay J so that if the track is unoccupied between point 6 and point 10 this relay closes, and the train. receives a proceed indication at magnet K As the train enters track section 6-'t', it opens track relay T. but this causes no change in the condition of the apparatus. can cept that it prevents a following eastbound train from closing the eastbound circuit for relay J As the rear end of the train passes out of track section 56, the closing of track relay T permits relay Q to close. so that signal S returns to the proceed position.

As the train enters track section 78, it opens track relay T thereby closing at contact 150 the pick-up circuit for relay L L ssuming of course, that signal S is in the proceed position. The eastbound circuit for relay J is closed, so that a proceed. indication is received aboard the train as the'train passes magnet I The opening of contact 134 of track relay T opens the circuit for relay R so that signal S moves to the stop position and the consequent opening of the circuit controller operated by signal S opens the circuit for relay Q so that the distant blade D of signal S moves to the cart tion position. This opens the circuit for relay Q so that signal S moves to the cau tion position. The opening of line relay R also opens at contact 19 1 the westbound circuit for relay J so that a westbound train approaching signal S cannot cause the magnet K 'to become energized.

As the train enters track section 8$l. it receives a proceed indication at magnet K,

' because the eastbound circuit for relay J is closed at contacts 17 1 and 157. The opening of track relay T however, opens line relay R so that signal S moves to the stop position and magnet K becomes de-energized. The back point of contact 15'? of re-' lay R closes the stick circuit for relay L so that this relay then remains energized, even though its pick-up circuit immediately becomes opened at contact 148. Contact 56 of relay T opens the eastbound circuit for relay J so that magnet K then becomes de-energized. i

lVh'le the east-bound train is in section 8-9, the eastbound circuit for relay J is closed at contact 192 of relay R so that the train receives a proceed indication at magnet K provided, ofcourse, that the track is unoccupied between points 9 and 12.

As the train enters section 9-10, it opens track relay T, but this causes no change in the condition of the apparatus. The eastbound circuit for relay J is now closed at contacts 171 and 172, so that as the train passes over magnet l 16 it receives a proceed indication.

As the train enters section 1011, the opening of track relay T closes at contact 125 the eastbound circuit for relay J so that the train will receive proceed indication upon passing over magnet K l i hcn the rear end of the train passes out ot section 910, the closing of track relay T permits relay R to close, so that signal S rcturns to the proceed position, and a following eastbound train is enabled to cause magnet K to be energized. Such a following train would also receive proceed; indication at magnets K and K but it would be unable to energize relay J because the eastbound circuit for this relay is open at the front point of contact 157 of relay R and, consequently, the train would receive a stop indication at magnet K When the first train enters track section 11-42 the opening of track relay T opens at contact 78 the circuit for relay R so that the home blade H of signal S moves to the stop position. The operation of track relay T closes at contact 195 the eastbound circuit for relay J so that when a train passes over magnet K it will receive a proceed indication.

As the train passes into track section 12-13 the opening of track relay T opens at contact 93 the circuit tor line relay R so that signal 5% moves to the stop position. W hen the rear end of the train passes out of track section 1112 the closing of relay T closes at contact 78 the circuit for line relay so that signal S returns to the proceed position and stick relay L opens Relay .i l" then closes so thatsignal S returns to the proceed position. A following train can then energize relay J and so will receive a proceed. indication at magnet K Similarly, the following train is enabled to energize relay J and so will receive a proceed indication at magnet K The same thing is true as to magnet K but the following train cannot energize relay J because the circuit for this relay is open at contact 127 of relay Q and so such following train will receive a stop indication at magnet K When the first train. enters track section 13-14-. the opening of track relav T closes the eastbound circuit for relay J so that the train will receive a proceed indication at magnet .L 7 As the train enters section l -15, it will place signal S in the stop position and permit signal S to return to the proceed position. As the train enters section 15165, it w ll permit signal S to return to the proceed position and will also permit home arm ll oi? signal S to return to the inclined m-sition due to the fact that line relay It becomes energized. The operation of the apparatus during the progress of the train through the remainder of the stretch of track shown in the drawings will be understooc hout further eX- planation. It should be noted that the distant arm D of signal will not return to the inclined or proceed position until signal. S returns to the proceed position, that is, until the rear of the train passes out of track section iii--19.

The operation of the apparatus during the movement of a train along the track from east to west, will be understood from the foregoing without further explanation.

is hcreinhefore pointed out each magnet K, except K K K and K is located between the staggered insulating joints 3 which separate the adjoining track sections. The object of this is to prevent a train from de-energizing the magnet until the traincarried receiving device. which will usually be behind the front axle of the train, has passed the, magnet.

in certain of the claims I have used the expression eastbound signal. westbound signal, eastbound device and the like, but it is understood that these expressions are for ready retercnce to the drawing only, and are to be construed covering the signals and tr cl: devices on a single track extending in any two directions.

Although I ha e herein shown and described only one form and arrangement of trackway apparatus embodying my invention, it is iuidcrstoml that various changes and modifications mav be made therein within the scope of: the appended claims without departing from the spirit and scope of my invention.

ll..ving thus described my inventiomwhat lclaiin is: v

1. In combination, a stretch of single tracl: over which traffic moves in both directions. said strctcl'i being divided into blocks, two end signals for each block for govern.- ing tratlic into said block, two intermediate S1,; ials for each block located in advance of the two end signals respectively, means tor controlling each end signal up to a point beyond the opposing intermediate signal, means "for controlling each intermediate sieinal up to the end of the block towards which such signal governs traliic, trackway devices each arranged to give a yn'oceml or a stop indication aboard a train according as the device is energized or deenergized. one such device being located adjacent each signal and two additional devices being located in the rear of the two intermediate signals respectively, means controlled. by a train entering the block for energizing the trackway device adjacent the corresponding end signal if the block is unoccupied up to the point to which such signal is controlled, and "for thereafter preventing such device from being energized until the train has passed such point, means controlled by a train passing through said block for energizing the first additional trackway device it the block is unoccupied between the first intermediate signal and the end of the block which the train is approaching and for preventing the energization of such device until after the train has passed the second intermediate signal, means controlled by a train passing through said block for energizing the trackway device adjacent the first intermediate signal if the block is unoccupied between such signal and the end of the block which the train is approaching and for subsequently preventing such device from being energized while the train is between said two points, means controlledv by a train passing through said stretch and approaching the second intermediate signal for energizing the trackway device adjacent such signal if the block is an occupied between such signal and the end of the block which the train is approaching and for subsequently preventing the energization of such device while the train is between such two points, means controlled by a train passing through said block and approaching the second additional trackway device for energizing such device, and means controlled by a train approaching the end signal at the exit end of the block for energizing the trackway device adjacent such signal it the track in advance of such signal is unoccupied up to a predetermined point and for subsequently preventing the encrgizat-ion of such device while the train occupies any part of the track up to said predetermined point.

2. In the combination, a stretch otrailway track over which trafiic moves in both directions, two signals at one location for governing traflic in opposite directions, a traclrway device at said location; arranged when energized to give a proceed indication. aboard a train, and means for controlling said device in accordance. with the indication given by one of said signals or the other according; to the direction of movement of a train passing the device.

3. In combination, a stretch of railway track over which tratlic moves in both directions, two signals atone location for governing traffic in opposite directions, a trackway device at said location arranged when energized to give a proceed indication aboard a train, two circuits for controlling the energiza'tion of said device and governed in accordance with the indications given by said two signals respectively, and means for selecting one or the other of said circuits ascording to the direction of movement of a train passing said device.

4. In combination, a stretch of railway track over which trafiic moves in both directions,'two signals at one location "for governing traflic in opposite directions, track circuits for said stretch for controlling said signals, a trackway device at said location arranged when energized to give a proceed indication aboard a train, and means controlled by a train approaching said location for governing said device in accordance with the indication given by the signal correspon ding to the direction in which the train is moving.

5. In combination, a stretch of railway track over which traffic moves in both directions, two signals at one location for governing traiiic in opposite directions, track circuits for said stretch for controlling said i signals, a trackway device at said location arranged when energized to give a proceed indication aboard a train, two circuits for causing energization of said device and controlled in accordance with the indications given by said two signals respectively, and means controlled by a train approaching said location for placing said device under the control of the circuitcorresponding to the direction in which the train is moving.

6. In combination, a stretch of railway track over which traffic moves in both directions, two signals at one location for governing traflic in opposite directions, track circuits for said stretch for controlling said signals, a trackway device at said location arranged when energized to give a proceed indication. aboard a train, a partial circuit for governing the energization of said device and closed when one of said signals indicates proceed, means for completing said circuit when a train moving in the direction in which such signal governs traffic approaches said device, a second partial circuit for governing the energization of said device and, closed when the other signal indicates proceed, and means for completing said second circuit when a train moving in the opposite direction approaches said device.

7. In combination, two adjoining sections of railway track over which traffic moves in both directions, a t-rackway device located at the junction of said sections and adapted. when energized to give a proceed indication aboard a train, and means controlled by trains for energizing said device when either section is occupied and the other section is unoccupied.

8. In combination, two adjoining sections of railway track over which traffic moves in both directions, a trackway device located at the junction of said sections, and means for placing said device in non-retarding condition when either of said sections is unoccupied and a tram is in the other sectlon approaching the device.

9. In combination, two adjoining sections of railway track over which tratiic moves in ing condition when either section is unoccupied and a train occupies that track circuit of the other section lying next to the device.

10. In combination, two adjoining sections of railway track over which traffic moves in both directions, a trackway device located at the junction of said sections, and means for placing said device in non-retarding condition when either of said sections is occupied and the other is unoccupied.

11. In combination, a stretch of railway track over which tratiic moves in both directions, two signals at one location for governing traific in opposite directions, a trackway device at said location arranged when energized to give a proceed indication aboard a train, two signal relays for controlling said two signals respectively, means for con trolling each relay by trafiic conditions in advance of said location in the direction in which the corresponding signal governs trathe, and means controlled by a train approaching said device from one direction or the other for causing the device to be energized it the relay which controls the signal, governing tratlic in the direction in which the train is moving is closed.

11.2. In combination, a stretch of railway track over which tratiic moves in both directions, an eastbound signal and a westbound signal at one location for governing tratlic in opposite directions along said stretch, track circuits for the stretch, two signal relays for controlling said two signals respectively and each controlled by a plurality of track circuits in advance of said location in the direction in which the corresponding signal governs trafiic, a trackway device at said location arranged when energized to give a proceed indication aboard a train, a circuit for controlling the energization of said device when the eastbound signal relay is closed and an eastbound train occupies the first track circuit to the west of said location, and a second circuit for controlling the energization of said device when the westbound signal relay is closed and a westbound train occupies the first track circuit to the east of said location.

13. In combination, a track circuited stretch of railway track over which tratfic moves in both directions, an eastbound signal, a trackway device located adjacent said signal and arranged when energized to give a proceed indication aboard atrain, a signal relay for said signal controlled by a plurality of track circuits to the east of said signal, a stick relay, means controlled by an eastbound train for closing said stick relay as the train approaches the signal and keeping it closed until the train leaves the last track circuit controlling said signal, an eastbound circuit for said trackway device closed while said stick relay and said signal relay are both closed, and a westbound circuit for said device closed. while said signal relay is open if each 01'. a plurality of track circuits lying to the west of the device is unoccupied.

141;. In col'nbination, a track circuited stretch of railway track over which tra'fiic moves in both directions, an eastbound sig nal, a trackway device located adjacent said. signal and normally in condition to retard a train, a signal relay tor said signal controlled by a plurality of track circuits to the east of the signal, a stick relay, means controlled by an eastbound train for closing said stick relay as the train approaches the signal and keeping it closed until the train leaves the last of said track circuits to the east of the signal, means for placing said device in non-retarding condition when said signal relay and said stick relay are both closed and other means for placing said device in non-retarding condition when said signal relay is open it each of a plurality of track circuits to the west of the device is unoccupied,

15. In combination, a stretch of railway track over which traiiic moves in both directions, an eastbound si nal and a westbound signal, a trackway dew "1e located in the rear of the eastbound signal and normally in condition to retard a train, means con trol ed. by an eastbound train approaching said device for placing the device in nonrctarding condition ir the eastbound sig nal indicates proceed and for keeping the device in such condition until it has been oound stick relay and a westbound stick relay, means controlled by an eastbound train approaching said device for closing said eastbound stick relay it the eastbound signal indicates proceed and for keeping the eastbound relay closed until the eastbound signal returns to the proceed position, means controlled by a westbound train approaching the westbound signal for closing the westbound stick relay provided the last-men tioned signal indicates proceed and for keeping such relay energized until the westbound train subsequently releases the westbound signal trom the stop position, and means for placing said trackway device in non-retarding condition when either of said stick relays is closed.

17. In combination, a stretch of railway track over which trailic moves in both directions, an eastbound signal and a westbound signal governing traffic along said track, an eastbound trackway device located in the rear of the eastbound signal and a westbound trackway device located in the rear of the westbound signal, each device being normally in condition to retard a train, means controlled by an eastbound train approaching the eastbound device for placing said device and also the westbound device in non-retarding condition if the eastbound signal indicates proceed and for keeping each of said devices in such condition until they have been passed by the train, and means controlled by a westbound train approaching the westbound de ice for placing both of said devices in non-retarding condition it the westbound signal indicates proceed and keeping each device in such cog'idition until it has been passed by the train.

18. In combination, a stretch of railway track over which trafiic moves in both directions, an eastbound signal and a westbound signal for governing tra'liic along said track, an eastbound trackway device located in the rear of the eastbound signal and a westbound trackway device located in the rear of the westbound signal, each device being normally in condition to retard atrain, an eastbound stick relay and a westbound stick relay, means controlled by an eastbound train approaching the castbound device for closing the eastbound stick relay if the eastbound signal indicates proceed and tor keeping such relay closed as long as such signal indicates stop, means controlled by a westbound train approaching the westbound device for closing the westbound stick relay it the westbound signal indicates proceed and for keeping such relay closed as long as the westbound signal indicates stop, and means for placing each trackway device in non-retarding condition when one of said stick relays is closed and the other open.

19. In combination, a stretch of railway track including two sections separated by staggered insulated rail joints, a trackway device located between said joints and adapted when energized to give a proceed indication aboard a train, and means controlled by a train ineither section approaching said device for energizing the device if the track is unoccupied for a given distance beyond said device.

20. In combination, a stretch of railway track including two sections separated by staggered insulated rail joints, a trackway device located between said joints and adapted when energized to give a proceed indication aboard a train, and means controlled. by a train moving in either direction along the track for energizing said device while the train occupies the section in the rear of the device if the track is unoccupied for a given distance beyond the device, and for de-energizing the device when the train enters the section in advance of the device.

21. In combination, a stretch of railway track including two sections separated by staggered insulated rail joints, a trackway device located between said joints and adapted when energized to give a proceed indication aboard a train, a track circuit for each section including a track relay, and means controlled in part by said track relays for energizing said device when the relay for either section is open provided that the track is unoccupied for a given distance on the other side of the device.

22. In combination, a stretch of railway track including two sections separated by staggered insulated rail joints, a trackway device located between said joints and adapted when energized to give a proceed indication aboard a train, a track circuit for each section including a track relay, and means for energizing said device when either relay is open and the other closed, but for preventing energization of the device when both relays are open.

23. In combination, a stretch of railway track including two sections separated by staggered insulated rail joints, a trackway device located between said joints and adapted when energized to give a proceed indication aboard. a train, a track circuit for each section including a track relay, and means controlled by a train moving in either direction for (lo-energizing said device when the relay for the section in advance of the device is opened by the train.

24. In combination, a stretch of railway track including two sections separated by staggered insulated rail joints, a trackway device located between said joints and arranged for co-operation with trains moving in both directions, said device being normally in condition to retard a train, and means controlled by a train approaching said device from either direction for placing said device in non-retarding condition if the track is unoccupied for a given distance on the other side of the device.

25. In combination, a stretch of railway track including two sections separated by staggered insulated rail joints, a trackway device located between said joints and arranged for co-operation with trains moving in both directions, and means for controlling said device by traffic conditions in both of said sections.

In testimony whereof I afiix my signature.

RONALD A. MoCANN. 

